JP2009292314A - Vehicle driving control device and method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent or suppress confusion in gear change operation when using an engine for traveling, in a hybrid vehicle using a manual transmission. <P>SOLUTION: Drive torque of the engine 1 is transmitted to wheels 7L, 7R through a manual transmission 4 with a change lever 4a manually operated. The wheels 7L, 7R can be driven even by an electric motor 8 without using the manual transmission 4. A driving state of the vehicle including a selected shift stage is detected. In motor traveling wherein the engine 1 is stopped and the wheels are driven by the electric motor 8, the drive torque of the wheels driven by the engine 1 in a prescribed driving state is calculated, and the electric motor 8 is driven such that the wheels are driven with the calculated drive torque. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a vehicle drive control apparatus and method.

In recent vehicles, particularly automobiles, there is an increasing trend for hybrid vehicles including an engine and an electric motor as driving sources for traveling. In a hybrid vehicle, a traveling state using only an electric motor and at least a traveling state using an engine are generally switched as appropriate. In such a hybrid vehicle, an automatic transmission is generally used as a transmission. However, as shown in Patent Document 1, there is also a type using a manual transmission as a transmission. The use of a manual transmission is not only preferable for simplifying the structure and reducing the cost, but also makes it possible to ensure the pleasure of manually operating the shift. When a manual transmission is used, the driving of the wheels by the electric motor is usually performed without using the manual transmission.
JP 2002-160540 A

  In a hybrid vehicle using a manual transmission, it is required to shift the manual transmission by manual operation in the same manner as a normal vehicle when traveling by an engine. On the other hand, in the case of traveling by an electric motor, no shifting is required, so that a particularly troublesome shifting operation is not required.

  By the way, in a hybrid vehicle using a manual transmission, traveling by only the electric motor and traveling by only the engine are appropriately switched according to the change of the operation region. That is, a situation in which a state where the vehicle is driven only by the electric motor is changed to a state where the vehicle is driven only by the engine frequently occurs. In this case, the driver needs to perform a shifting operation of the manual transmission when the driving state is changed only to the engine, but the shifting operation is not necessary in the driving state only by the electric motor. Immediately after the shift to the traveling state due to the above, there may be a situation in which the shifting operation is disturbed and the shifting operation cannot be performed satisfactorily.

  The present invention has been made in consideration of the above-described circumstances, and an object of the present invention is to provide a vehicle that can prevent or suppress the occurrence of a duplication in a shift operation in a hybrid vehicle using a manual transmission. A drive control apparatus and method are provided.

In order to achieve the above object, the following solution is adopted in the control device of the present invention. That is, as described in claim 1 in the claims,
A manual transmission that is shifted by manually operating the change lever;
An engine for driving wheels via the manual transmission;
An electric motor for driving wheels without going through the manual transmission;
Driving state detecting means for detecting the current driving state of the vehicle including the shift stage of the manual transmission;
Driving torque of the wheel by the engine when it is assumed that the wheel is driven by the engine in a predetermined driving state detected by the driving state detecting means when the motor is stopped and the wheel is driven by the electric motor. Control means for driving the electric motor so as to drive the wheels with the calculated drive torque;
It is supposed to be equipped with.

  According to the above solution, when the vehicle is driven only by the electric motor, the driving torque of the electric motor is in the state when the vehicle is traveling by the engine and according to the currently selected shift stage. As a result, when the sense of vehicle speed growth is weakened, a shift-up is promoted, and when a feeling of insufficient driving torque is felt, a shift-down is prompted. In other words, even when traveling with only the electric motor, the gear shifting operation is prompted as if the vehicle is traveling with the engine. As a result, the driver can perform the shifting operation smoothly even when the traveling from the electric motor alone to the traveling by the engine alone is performed.

Preferred embodiments based on the above solution are as set forth in claims 2 and 3 in the claims. That is,
The control means is set to vary the driving torque of the electric motor so as to generate a vibration corresponding to a driving vibration when a wheel is driven by the engine during driving of the motor. (Corresponding to claim 2). In this case, a change in the drive torque of the electric motor is given, and thus a shift operation to an appropriate shift stage is more effectively promoted. Further, since the fluctuation of the driving torque of the electric motor corresponds to the driving vibration that is assumed when the engine is operated, the speed change operation is urged with a real feeling.

  The control means calculates an engine brake force and a brake vibration when assuming that an engine brake is obtained by the engine when the vehicle is decelerated while the motor is running so that the engine brake force and the brake vibration can be obtained. The motor is caused to perform regeneration (corresponding to claim 3). In this case, regeneration with a sense of realism can be obtained by making regeneration (regeneration force) by the electric motor correspond to engine braking force. In addition, since the brake vibration at the time of engine braking is also reproduced, it is preferable for urging the shift operation so as to obtain an appropriate engine braking force.

In order to achieve the above object, the following solution is adopted in the drive control method of the present invention. That is, as described in claim 4 in the scope of claims, a manual transmission that is changed by manually operating a change lever, an engine that drives wheels via the manual transmission, and the manual transmission are provided. An electric motor that drives a wheel without intervention, and a vehicle drive control method comprising:
A driving state detecting step of detecting a current driving state of the vehicle including a shift stage of the manual transmission;
Driving torque of the wheel by the engine when it is assumed that the wheel is driven by the engine in a predetermined driving state detected by the driving state detecting means during motor running in which the engine is stopped and the wheel is driven by the electric motor A step of calculating
Driving the electric motor to drive a wheel with the calculated drive torque;
It is like that. According to the said solution technique, the control method corresponding to the control apparatus of Claim 1 can be provided.

  According to the present invention, when traveling with only an electric motor, it is preferable to prompt a gear shifting operation assuming that the vehicle is traveling with an engine and to perform an appropriate gear shifting operation when shifting to running with the engine. It will be a thing.

  In FIG. 1, reference numeral 1 denotes an engine, and the output (generated torque) of the engine 1 is sequentially supplied to the left and right drive wheels 7 </ b> L via a second electric motor 2, a clutch 3, a manual transmission 4, a propeller shaft 5, and a differential gear 6. , 7R. The first electric motor 8 is connected to the propeller shaft 5 so that the driving forces 7L and 7R can be driven by the first electric motor 8 as well. In the embodiment, the first electric motor 8 is directly connected to the propeller shaft 5.

  The second electric motor 2 is connected to a crankshaft of the engine 1 so as to be switched between a start for the engine 1 and a power generation driven by the engine 1. The clutch 3 is intermittently engaged by a clutch pedal 10 that is manually operated by a driver. That is, as described later, when the clutch pedal 10 is depressed, the clutch 3 is released (disconnected), and when the clutch pedal 10 is released, the clutch 3 is engaged. Further, as will be described later, the clutch 3 is configured so that the engagement release state can be obtained even when the clutch pedal 10 is not depressed by the clutch release means 20 (automatic engagement release). The manual transmission 4 has, for example, five forward speeds and one reverse speed, so that the driver can manually select the desired speed and the neutral state can be selected by manually operating the change lever 4a. It has become.

  In FIG. 2, the clutch 3 has a clutch cover 31 coupled to the crankshaft of the engine 1 and an output shaft 32 coupled to the input shaft of the manual transmission 4. A drive plate 33 is held on the clutch cover 31 so as to rotate integrally, and a driven plate 34 is held on the output shaft 32 so as to rotate integrally. Usually, although not shown in the drawing, both plates 33 and 34 is brought into pressure contact with the clutch 3 in an engaged state. An operating member 35 is fitted to the output shaft 32 so as to be slidable and relatively rotatable. By operating the operating member 35 in a direction away from the driven plate 34, the plates 33 and 34 are separated from each other. Thus, the clutch 3 is brought into the engagement release state.

  The operation member 35 is slid by a hydraulic cylinder 36 via a swing member 37. That is, when the hydraulic cylinder 36 receives hydraulic pressure (release hydraulic pressure), its output rod 36a is displaced leftward in FIG. 2, and in response to this, the swing member 37 is swung around its mounting fulcrum 37a, The operation member 35 is displaced to the right in FIG. 2, and the clutch 3 is released from the engaged state. When the clutch pedal 10 is depressed, a hydraulic pressure is generated in the master cylinder 38. The hydraulic pressure from the master cylinder 38 is supplied to the hydraulic cylinder 36 as a release hydraulic pressure, and the clutch 3 is released.

  Release hydraulic pressure can be supplied to the hydraulic cylinder 36 also from the clutch release means 20. This clutch release means 20 has a reservoir 22 connected to a hydraulic cylinder 36 via a supply path 21. A pump 23 that pumps up the oil in the reservoir 21, a pressure regulating valve 24, and a linear solenoid valve 25 are connected to the supply path 21. The discharge pressure from the pump 23 is regulated to a predetermined constant pressure by the pressure regulating valve 24. Further, the supply pressure to the hydraulic cylinder 36 is adjusted by the linear solenoid valve 25 within a range from a predetermined pressure (maximum pressure) set by the pressure regulating valve 24 to 0 (the adjustment of the engagement force of the clutch 3 causes the half clutch to Can also be generated).

  In FIG. 1, 40 is a battery. The battery 40 is connected to the electric motors 2 and 8 via an inverter 41. The first electric motor 8 receives, for example, power from the battery 40 via the inverter 41 during vehicle acceleration or steady running to drive the drive wheels 7L and 7R, and the kinetic energy of the drive wheels 7L and 7R during vehicle deceleration. In response to this, the regenerative state in which the power is generated and the battery 40 is charged with the generated power via the inverter 41 can be taken. The second electric motor 2 receives the electric power from the battery 40 via the inverter 41 when the engine 1 is stopped, receives the electric power from the battery 40, and receives the drive energy of the engine 1 to generate electric power. The battery 40 can be charged (in particular, when the amount of power stored in the battery 40 is small).

  In FIG. 1, U is a controller (control unit) configured using a microcomputer. The controller U receives signals from various sensors or switches S1 to S7. The sensor S1 detects an accelerator opening that is a depression amount of an accelerator pedal (not shown) operated by the driver. The sensor S2 detects the vehicle speed. The sensor S3 detects the engine speed. The sensor S4 detects the amount of power stored in the battery 40. The sensor S5 is a shift position detection switch that detects the gear position (including neutral) of the manual transmission 4. The sensor S6 detects the amount of depression of the clutch pedal 10. The switch S7 is a switch for allowing the driver to manually select either the automatic mode or the manual mode. When the manual mode is selected, an appropriate speed change operation is performed when traveling by only the first motor 8 described later. In this mode, the control for prompting the shift operation is performed, and when the automatic mode is selected, the control for prompting the shift operation is not performed.

  The controller U performs control of the inverter 41 (switching control between power generation and driving of the electric motors 2 and 8) and control of the clutch release means 20 (control of the linear solenoid valve 25). The control by the controller U is as follows. First, in a traveling state in which the accelerator pedal is depressed, the engine 1 is stopped and the first electric motor 8 when the vehicle speed is a low vehicle speed equal to or less than a predetermined vehicle speed and the accelerator opening is a low load equal to or less than the predetermined opening. It is assumed that the motor is running. That is, at the time of acceleration of the vehicle or at the time of steady running and starting, the drive wheels 7L and 7R are driven only by the second electric motor 8 by receiving electric power from the battery 40, and at the time of deceleration of the vehicle, the second electric motor 8 generates electric power. The battery 40 is charged with the generated power (regeneration). In addition, when the battery 40 is in a low power storage state where the power storage amount is equal to or less than the predetermined power storage amount, the second motor 2 is started with the driving force of the engine 1 after starting the engine 1 with the second motor 2, The battery 40 is charged with the electric power generated by the two electric motors 2 (the operation by the second electric motor 8 is continued). During such motor traveling, at least when the manual transmission 4 is in a non-neutral state, the clutch release means 20 is operated to disengage the clutch 3 (between the second electric motor 8 and the engine 1). . Thus, when the second electric motor 8 is operated, the engine 1 is prevented from becoming a resistance (preventing dragging of the engine 1), and the second electric motor 8 is efficiently operated. Even when the motor is running, it is possible to shift the manual transmission 4 itself (selecting a gear position according to the operating state of the change lever 4a).

  On the other hand, when the vehicle speed is higher than the predetermined vehicle speed or when the accelerator opening is larger than the predetermined opening, the second electric motor 8 is stopped and the drive wheels 7L and 7R are driven only by the engine 1. become. When the engine 1 travels, the driver travels while shifting to a desired gear stage by using both the operation of the change lever 4a and the operation of the clutch pedal 10 (installing a normal manual transmission). Drive exactly the same way) Note that, during traveling by only the engine 1, regeneration is executed by one or both of the first electric motor 8 and the second electric motor 2 when the vehicle is decelerated. Since the accelerator opening is frequently changed greatly, it is preferable to set a hysteresis for switching from traveling by only the engine 1 to traveling by the first electric motor 8 (for example, the accelerator opening is When it becomes less than the predetermined opening after becoming larger than the predetermined opening, it is delayed for a predetermined time set in advance and switched to traveling by only the first electric motor 8).

  Details of the control of the controller U will be described with reference to the flowcharts of FIGS. In the following description, Q indicates a step. First, at Q11 in FIG. 3 as the main flowchart, it is determined whether or not the accelerator is OFF (whether or not the accelerator opening is 0). When YES is determined in Q11, this is a time when regeneration is performed. In this case, first in Q12, the engine 1 is stopped. Thereafter, in Q13, the release hydraulic pressure is supplied to the hydraulic cylinder 36, and the clutch 3 is released. Thereafter, in Q14, regeneration by the second electric motor 8 is executed. In Q14, since the engine 1 and the first electric motor 8 are cut off, the regenerative amount in the second electric motor 8 is increased so that the regenerative energy is further recovered by the drag resistance of the engine 1.

  After Q14, it is determined in Q15 whether or not the vehicle has stopped. If YES in Q15, the hydraulic pressure supplied from the clutch release means 20 to the hydraulic cylinder 36 is released in Q16 and the clutch 3 is returned to the engaged state, and then the routine returns. If the determination in Q15 is NO, the process returns without passing through Q16.

  If NO in Q11, the routine proceeds to Q17, where the hydraulic pressure in the hydraulic cylinder 36 is released (engagement of the clutch 3). Thereafter, at Q18, it is determined whether or not the charged amount of the battery 40 is larger than a predetermined value. The predetermined value in Q18 is sufficiently small (for example, the charged amount is 10%). If YES in Q18, it is determined in Q19 whether or not the current vehicle operating state determined from the vehicle speed and the accelerator opening is the motor travel region (engine travel region and motor travel region). Is stored in the storage means of the controller U as a map having the accelerator opening and the vehicle speed as parameters). If YES in Q19, the engine 1 is stopped in Q20. Thereafter, in Q21, the release hydraulic pressure is supplied from the clutch release means 20 to the hydraulic cylinder 36, and the clutch 3 is released. Thereafter, in Q22, traveling by the first electric motor 8 is executed as described later (drive and regeneration).

  If NO in Q18 or NO in Q19, the engine 1 travels in Q23 (the first electric motor 8 is not driven but regeneration is performed).

  Details of Q22 are shown in FIG. In FIG. 4, first, charge control to be described later is executed in Q31. Thereafter, in Q32, it is determined whether or not the automatic mode is selected by reading the operation state of the switch S7. When the determination in Q32 is YES, in Q33, drive control of the electric motor 8 is performed without executing control for prompting an appropriate shift operation (in the embodiment, the accelerator opening degree and the vehicle speed are set as parameters). The electric motor 8 is driven so as to have a driving torque).

  If the determination in Q32 is NO, in Q34, the drive control of the electric motor 8 is performed in a state where control for prompting (learning) an appropriate shift operation is added, as will be described later.

  Details of Q31 are shown in FIG. In Q1 of FIG. 5, by reading the signal from the sensor 4, it is determined whether or not the charged amount of the battery 40 is equal to or less than a predetermined value. When the determination of Q1 is NO, the process proceeds to Q2 and the engine 1 is kept stopped. The predetermined value in Q1 is set to a value larger than the predetermined value that is the determination threshold value in Q18 of FIG. 3 (for example, the storage amount is 30%).

  If YES in Q1, the signal from the switch S5 is read in Q3 to determine whether or not the manual transmission 4 is in a non-neutral state. If YES in Q3, the hydraulic pressure is supplied to the hydraulic cylinder 36 by controlling the linear solenoid valve 25 in Q4, and the clutch 3 is turned off, that is, the engagement is released. Thereafter, in Q5, the second electric motor 2 is driven to start the engine 1, and in Q6, the second electric motor 2 is caused to generate electric power, and the generated electric power is charged in the battery 40. Since the clutch 3 is released when the second motor 2 is charged, the engine 1 does not receive the resistance of the manual transmission 4 and does not depend on the operating state of the first motor 8. 2 can be driven appropriately (efficient charging). If the determination in Q3 is NO, the process proceeds to Q5 without passing through Q4.

  Details of Q34 in FIG. 4 are shown in FIG. First, at Q41, the accelerator opening ACC, the current vehicle speed VS, and the current gear stage SP are read. Next, in Q42, based on the value read in Q41, the driving force DF by the engine 1 when the engine 1 is operated (the first electric motor 8 is not driven) is set for each gear position. It is determined from a map set with the accelerator opening ACC and the vehicle speed VS as parameters. This driving force DF is a driving force for driving the propeller shaft 5, and therefore, as shown in FIG. 7, the driving force DF is changed according to the gear stage SP of the manual transmission 4 (low gear stage). The driving force DF is so large that in FIG. 7, the illustrations for the 4th speed and the 5th speed are omitted).

  After Q42, in Q43, from the vehicle speed VS and the motor gear ratio of the first electric motor 8 (the rotation ratio with respect to the propeller shaft 5, which is 1 because it is a direct connection type in the embodiment), the rotational speed NM2 of the second electric motor 8 Is referenced. Thereafter, in Q44, the target motor torque TM2 is calculated from the driving force DF and the motor rotational speed NM2 described above (a torque such that the torque for driving the propeller shaft 5 becomes the driving force DF). In Q44, a torque command value RT for obtaining the target motor torque TM2 at the motor rotational speed NM2 is calculated based on a map as shown in FIG.

  After Q44, it is determined at Q45 whether or not the clutch pedal 10 has been depressed. When the determination in Q45 is NO, it is determined that there is no speed change operation, and RT is output in Q46.

  If the determination in Q45 is YES, the slip ratio α of the clutch 3 (0 to 1, 1 is the slip ratio when fully engaged) is determined in Q47 according to the amount of depression of the clutch pedal. Thereafter, in Q48, a value obtained by multiplying the torque command value RT determined in Q44 by α is set as a new torque command value RT. Thereafter, in Q49, the torque command value RT set in Q48 is output (the driving force of the propeller shaft 5 is set in accordance with the slip degree of the clutch 3).

  FIG. 9 shows the control contents that vary the motor drive torque when the engine 1 is stopped and the vehicle is driven only by the first electric motor 8 (torque variation given during control at Q46 or Q49 in FIG. 6). . That is, torque fluctuation is given to the drive torque of the second electric motor 8 so that the same vibration as the drive vibration generated when the engine 1 is traveling (the first electric motor 8 is not driven) is assumed. In FIG. 9, the broken line is the vibration level (amplitude) actually generated when the engine 1 travels, and the solid line indicates the vibration level given when traveling by the first electric motor 8 alone. As is clear from FIG. 9, the vibration level given by torque fluctuation is set to be smaller than the vibration level when the engine 1 is assumed to be operated.

As for the vibration level, the vehicle speed range in which the vibration occurs at a lower speed is the lower vehicle speed. Such vibration is generated particularly when attempting to run at a low speed in a high speed stage, and actively promotes downshifting. In addition, it is preferable to set the vibration frequency to a frequency resulting from the combustion of the engine 1 because a realistic feeling can be obtained. That is, the frequency of vibration may be determined according to the engine speed corresponding to the wheel speed (vehicle speed). More specifically, for example, when the engine 1 is a reciprocating type, the number of wheel rotations is n (rpm), the number of cylinders is N, the gear ratio of the differential gear 6 is DFG, and the gear ratio of the currently selected gear stage. Where TG is TG, the frequency f is calculated by the following equation.
f = (n / 60) × number of cylinders × (1/2) × DFG × TG

  FIG. 10 shows changes in various devices during acceleration when the motor is running (engine 1 is stopped). That is, a situation is shown in which the gear shifting operation is actively performed even when the motor is running and the gears are shifted up to the second speed, the third speed, and the fourth speed. The torque of the first electric motor 8 is reduced as the vehicle speed is increased if the speed is the same (the same as in the case of traveling by the engine 1). The pedal 10 is depressed, and at this time, the driving torque of the first electric motor 8 is also reduced to zero.

  FIG. 11 shows changes in various devices during deceleration of the motor (engine 1 is stopped), in particular, regeneration. That is, when the vehicle travels, as the vehicle speed decreases, the regenerative power (regenerative energy) by the first electric motor 8 is reduced, and the first electric motor 8 is shifted down from the high speed stage to the low speed stage. The regenerative power by is increased again. Each time the clutch is operated for downshifting, the regeneration by the first electric motor 8 is temporarily stopped, and the regeneration mode is the same as when the engine brake is obtained by the engine 1.

  FIG. 10 shows a time chart from the state in which the vehicle is stopped until the vehicle is stopped and then stopped again. First, before the time point t1, the vehicle speed is 0 and the vehicle is stopped. At this time, the clutch 3 is automatically disengaged by the clutch release means 20.

  At time t1, the accelerator is depressed, and the accelerator opening is increased until time t3 after time t2. At time t1 when the accelerator is stepped on, the first electric motor 8 is driven, and traveling by only the first electric motor 8 is started (start). Immediately before the time t1, the driver fastens the clutch pedal 10 from the depressed state (engaged release state) in the same manner as when shifting the manual transmission 4 to start traveling. However, the magnitude of the drive torque of the first electric motor 8 is adjusted according to the half-clutch state (meet state) of the clutch 3 and the accelerator opening. However, it is preferable to start the vehicle according to the driver's intention (the control at the time of starting can be executed even when the automatic mode is selected, but the torque fluctuation is not controlled in the automatic mode). .

  Between the time point t2 and the time point t3, the accelerator opening is larger than the predetermined opening, and a traveling region by the engine 1 alone is set. Immediately before this time t2, the first electric motor 2 is driven and the engine 1 is started (the clutch 3 remains automatically released). Until the time point t3, the driving of the first electric motor 8 is stopped, while the automatic release of the engagement by the clutch release means is released, and the clutch 3 is engaged (engaged according to the operation of the clutch pedal 10). And a region where switching between fastening and release is executed). In addition, when shifting to the traveling by the engine 1 alone, the shift to the traveling by the engine 1 only is performed after the rotation of the engine 1 is synchronized with the vehicle speed.

  At time t3, the accelerator opening is decreased and the motor travel region is reached. At this time, the engine 1 is stopped, the clutch release means 20 is operated, the clutch 3 is released, and the first electric motor is released. 8 is driven.

  At time t4, the accelerator opening is set to 0 although the vehicle is traveling. At this time, regeneration by the first electric motor 8 is executed.

  At time t5, the accelerator is greatly depressed and the acceleration request is detected. At this time, the first electric motor 8 is driven in a state where the clutch 3 is disengaged and released by the clutch release means 20, while the engine 1 is started by the second electric motor 2. At the time t6 when the start of the engine 1 is completed, the operation of the clutch release means 20 is stopped (the clutch 3 is engaged), and a transition to running by the engine 1 is made.

  The accelerator opening is increased from time t6 to time t7, and accordingly, the rotation of the engine 1 is also increased, and the vehicle speed is increased.

  At time t7, sudden deceleration is performed with the accelerator opening being zero. At this time, the engine 1 is stopped, the clutch release means 20 is operated, the clutch 3 is automatically engaged and released, and regeneration by the first electric motor 8 is executed. At time t9, the vehicle speed is zero and the vehicle is stopped. At time t8 before that, the clutch pedal 10 is depressed by a manual operation by the driver, and the clutch 3 is released (first motor 8). Regeneration by is continued). At time t9 when the vehicle is stopped, regeneration by the first electric motor 8 is stopped, and the release of the clutch 3 by the clutch release means 20 is continued.

  FIG. 13 shows a second embodiment of the present invention, in which torque fluctuation is applied to the regenerative torque so as to promote appropriate downshifting when decelerating during motor running (engine 1 is stopped). Is. That is, FIG. 13 is started when deceleration is detected, and first, at Q50, it is determined whether or not it is a motor traveling area. If YES in Q50, the current vehicle speed and gear position are read in Q51. Thereafter, in Q52, based on the vehicle speed and the shift speed, the engine braking force that will be obtained during deceleration by the engine 1 (the first electric motor 8 is stopped) is determined based on a map prepared in advance. Is done. Thereafter, at Q53, the vibration level (torque fluctuation value) at the time of regeneration is determined. This vibration level is generated when, for example, a predetermined lower limit vehicle speed is set for a certain gear stage, and the actual vehicle speed becomes lower than the lower limit vehicle speed, and the deviation between the actual vehicle speed and the lower limit vehicle speed is large. The vibration level is set so as to increase (for example, set in the upper and lower limit range of 5 to 8% of the regenerative force). The frequency of vibration may be set in the same manner as in the case of FIG. 9 described above (corresponding to the engine speed when it is assumed that the engine 1 is operated, the frequency increases as the number of cylinders of the engine 1 increases. The frequency is increased as the speed is lower).

  Although the embodiment has been described above, the present invention is not limited to the embodiment, and can be appropriately changed within the scope described in the scope of claims. For example, the invention includes the following cases. . The first electric motor 8 is not limited to being directly connected to the drive path of the engine 1, but may be connected to the drive path of the engine 1 via a clutch, for example, or connected to the drive path of the engine 1.

  In the embodiment, the driving region is set so that the driving is performed only by the motor in the low load / low vehicle speed region, and the driving is performed only by the engine 1 in the other regions. It can be done. For example, it can be set to execute driving by both the engine 1 and the first electric motor 8 when the load is high, or can be set to execute driving by the engine 1 and the electric motors 2 and 8 when the load is further high. . Further, at the time of acceleration at the time of driving by only the engine 1, it can be set to perform driving assistance by the second electric motor 2 instead of or in addition to driving assistance by the first electric motor 8.

  The clutch release means 20 is not limited to a hydraulic type, and may be an electromagnetic type. In this case, for example, the clutch 3 may be released by using a pressing force or a tensile force by an electromagnetic actuator. Further, instead of the linear solenoid valve 25, an ON / OFF valve may be used. When the first electric motor 8 is in operation (during driving or regeneration), the clutch release means 20 may automatically release and release the clutch 3 even if the manual transmission 4 is in the neutral state. It is preferable to prevent the clutch release means 20 from operating as much as possible (further improvement in fuel consumption). Further, the clutch solving means 20 may not be provided. In FIG. 3, in Q11, it is determined whether or not the vehicle is stopped (for example, the vehicle speed is 0 and the accelerator opening is 0 or the brake operation is performed), and when it is determined that the vehicle is not stopped, the process proceeds to Q17. It may be set (regenerative control may be executed when deceleration is detected during control in Q23 or Q22). Of course, the object of the present invention is not limited to what is explicitly stated, but also implicitly includes providing what is substantially preferred or expressed as an advantage.

1 is an overall system diagram showing an embodiment of the present invention. The principal part systematic diagram which shows a clutch relevant part with an example of a clutch release means. The flowchart which shows the example of control of this invention. The flowchart which shows the example of control of this invention. The time chart which shows the example of control of this invention. The flowchart which shows the example of control of this invention. The figure which shows the map used for control of FIG. The figure which shows the map used for control of FIG. The figure which shows the example of a vibration setting in the case of giving a vibration with an electric motor. The time chart which shows the mode at the time of the vehicle acceleration at the time of motor driving | running | working. The time chart which shows the mode at the time of vehicle deceleration at the time of motor driving | running | working. The time chart which shows the example of control of this invention. The flowchart which shows the 2nd Embodiment of this invention.

Explanation of symbols

1: Engine 4: Manual transmission 4a: Change lever 5: Propeller shaft 7L, 7R: Drive wheel 8: First electric motor 40: Battery U: Controller S1: Sensor (accelerator opening)
S2: Sensor (vehicle speed)
S3: Sensor (charged amount)
S5: Switch (shift stage)

Claims (4)

A manual transmission that is shifted by manually operating the change lever;
An engine for driving wheels via the manual transmission;
An electric motor for driving wheels without going through the manual transmission;
Driving state detecting means for detecting the current driving state of the vehicle including the shift stage of the manual transmission;
Driving torque of the wheel by the engine when it is assumed that the wheel is driven by the engine in a predetermined driving state detected by the driving state detecting means during motor running in which the engine is stopped and the wheel is driven by the electric motor Control means for driving the electric motor so as to drive the wheels with the calculated drive torque;
A vehicle drive control device comprising: In claim 1,
The control means is set to vary the driving torque of the electric motor so as to generate a vibration corresponding to a driving vibration when a wheel is driven by the engine during driving of the motor. A drive control device for a vehicle, characterized in that In claim 1 or claim 2,
The control means calculates an engine brake force and a brake vibration when assuming that an engine brake is obtained by the engine when the vehicle is decelerated while the motor is running so that the engine brake force and the brake vibration can be obtained. A drive control apparatus for a vehicle, characterized in that the electric motor performs regeneration. A vehicle comprising: a manual transmission that is shifted by manually operating a change lever; an engine that drives wheels through the manual transmission; and an electric motor that drives wheels without going through the manual transmission. A drive control method comprising:
A driving state detecting step of detecting a current driving state of the vehicle including a shift stage of the manual transmission;
Driving torque of the wheel by the engine when it is assumed that the wheel is driven by the engine in a predetermined driving state detected by the driving state detecting means during motor running in which the engine is stopped and the wheel is driven by the electric motor A step of calculating
Driving the electric motor to drive a wheel with the calculated drive torque;
A vehicle drive control method comprising:

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